Railway truck



M. WATTER RAILWAY TRUCK Dec. 9, 1952 5 Sheets-Sheet l Filed April 24. 1947 l Muhl Waer BY @adv ATTORNEY M. WATTER RAILWAY TRUCK Dec. 9, 1952 5 Sheets-Sheet 2 Filed April 24. 1947 INVENTOR Micxael Wliter.

By 514W/ ATTORNEY M. WATTER RAILWAY TRUCK 5 sheets-sheet 5' Filed April 24, 194'7 N V EN TOR 'Nl'xdmd (l) after. BY`

A TTORNEY Dec. 9, 1952 M. WATTER RAILWAY TRUCK Filed April 24. 1947 5 Sheets-Sheet 4 null l llunllMl INVENTR Michael @flickerA ATTORNEY M. WATTER RAILWAY TRUCK Dec. 9, 1952 Filed April 24. 1947 5 Sheets-Sheet 5 INVENTOR Nltchcwl LUCLJCQI.

ATTORNEY Patented Dec. 9, 1952 U1.\12I'I1E`.D STATES PAT ENT QFFICE` RAILWAY TRUCK Michael. Watter,. Philadelphia, Pa., assigner tov The. Buddk Company, Philadelphia, Pa., a corporation ofPennsylvania Ap-plicatlionLApril 24, 1947', SerialY No. 743,637.

8i Claims.. (Cl. 1054-180) 'l'hey invention relates to railway car. trucks and morepartieularly such. trucks especially adapted videatruckot this cla-ss whichl Ais.relatively simple vin construction', has' a high strengthweight ratio vand possesses easy .riding dual-ities...

These and. other objects' and advantages and vthe manner. inwhich they are attained will become evident from the-.following detailed descriptticn 'when read, in connection with the drawings forming; a part; ofv this specification.

In .the drawings,

Figure l is a plan view of the truck;

Figure 2- is a side elevational view of' the same, showing: in doteandidash lines: the: relation of a car bod-y there-to;

Figure. 3 is a. central longitudinal' vertical sectional view taken substantially along the line 3-3 of Fig. 1, certain parts not on` this section line being broken away and 'shown iny section;

Figure 4 is an enlarged fragmentary transverse vertical sectional viewY through the axis of the central axle as indicated by the line 4-4 of Fig. l;

Figure 5 is a similar viewV through the spring suspension for the bolster, `as indicated by the Figure. 6 is. anv enlargedy transverse, vertical sectional viewthrough the mountingv of. an end wheel of the trucltthe.section` being. taken. sub@- stantially'along. the line 6-6 of. Fig.. l.;

Figure v'I'. is a perspective view, as seen from ther outside top,v oi one, of. the sidefframesof. the truck; I

Figure 8 isa similar view of the bolster. spider;

.Figure 9- is an enlarged Vdetail sectional: View, vtaken substantially on the line 9 9- 'oi Figs. V1 and 7;,

Figure.- l0.` is an enlarged detail. sectional view through one of the longitudinally extending, restraining units connecting the bolster tot the side frames; andside frames may be further interconnected adjacent-their ends by transverse verticallyarranged pairs of members I5, I5; articulated' to the side frames by thehoriaontal join-ts I6, I6 carried by vertical brackets Ita secured and bracedto the si'de frames, see1 Fig. 7.

yThese' constitute the principal parts of the truck providing, asv shown in the drawings, a six Wheel. truck of exceedingly simple construction and. hav-ing a low center plate. By hav-ing the central wheel and axle assembly extending through from side tol side ofl the truck, not only does it serve to interconnect thel sidey frames and maintain them in tram, but it also provides means for insuring the operationof the electrical track signals. By omitting the through- `running axles atA the4 ends of the truck and by 'me side frames. in, in order tol aid 'in distributing theloadequally betweenthe wheels, are

articulated through avhorizontal joint I1, which joint isdisposed midway between' the'central wheel and axle assembly H and. one of. the end wheel and axle: assemblies I2. As shownv in Fig. 1` the joints I1 for the opposite side frames. I0 are arranged on' opposite sides oi the vertical central plane of the truck. Each side frame consists of two spacedV longitudinally extending members I8, I9 which may be.` ofV light weight box section sheet metal construction, see Figs. 4 and 5, these membersbeing strongly interconnected by transverse end` members 20',4` and intermediatemembers ZI,` 2If arranged on opposite. sidesv of the joint' IFI- and fur'- therl intermediate members 22 and 23 which latter may also serve to support brake mechanism for the truck (not shown). f

Thedetail of the.: joint Il is clearly shown in Figs; 7- and. 9f as comprising hinge' brackets. 24 and 2-5 strongly secured' to. the adjacent ends of the. hinged: portions-'of each side framemember I8 and- Il9', one of said brackets; as 24%,.ben'g hollow to; receive the'end of the otherwithin the hollowf thereof.. The brackets areY connectedby the hinge: pin- 2-6r,. and. the joint` isf cushionedrby aV rubber bush-ing 211 tov insureA silent operation and avoiding' the necessity of oi'l'ing the joints. Opposed abutments 28 and 29 on the respective bracketsv iml and. 252r limit the. extent of.v Yth'elsii'nging movementbetweenthe-parts. y

Thezcentral wheel: and axle: assemblyl I'Ilcom.- prises-the throu'glr axle30 onwhichlthewheels 3 I arefpress fitted the usual'manner. The wheels,

3 as shown, are not flanged so that they can move laterally on the rails without hindrance. They are of a tread width suihcient to avoid leaving the rail on curves usually encountered in service.

It will be noted, see Figs. 1 and 9, that the central portions of the frame members IS and I9 are laterally widened and vertically deepened for Vgreater strength in this region where they are joined to the central wheel and axle assembly. In this region they are also formed with a downwardly open semicircular cylindrical opening 32 reinforced in its margins by side reinforcing plates 33 and in the opening between the side reinforcements, by a channel 34 conforming to the semicylindrical shape of the opening.

The axle 38 is mounted in the journal boxes 35 and 36 associated with members I8 and I9 respectively, in which the axle 30 is mounted through antifriction bearings 31 and 38. Each box is formed on its periphery with an outwardly facing channel 39 and 48 respectively. Semicylindrical bearing brackets 4I and 42, bolted to the respective members I8 and I8 t the top half of the respective channels 39 and 48 and semicylindrical clamps 43 and 44, completing a cylindrical bearing with the respective bearing brackets 4 I and 42, fit into the lower portions of the respective channels 39 and 4D, when these clamps or lower bearing portions are bolted to the upper bearing brackets 4I and 42 in their margins, as shown in Figs. 2, 3 and 4. To cushion the mounting and to avoid transmission of high frequency vibrations, rubber sleeves 45 and 46 are provided in the spaces between the boxes 35 and 35 and their respective securing brackets.

With this arrangement, it will be seen that the axle 30 forms a strong interconnection between the side frames at the opposite sides of the trucks, yet allows each side frame to tilt freely about the axis of the axle 38, to follow track irregularities.

The end wheel and axle assemblies I2 are each assembled with the side frames in the manner shown in Fig. 6. The wheel 41, which is a anged wheel to guide the truck along the track, is press tted on the short axle 48 having reduced ends 49, mounted through anti-friction bearings 58 in journal boxes I and 52 on the respective side frame members I8 and I 9. The mounting of the journal boxes on the side frames is similar to the mounting of the central axle, split bearing brackets, as 53 and 54, embracing the respective journal boxes 5I and 52, with rubber bushings 54 and 55 interposed between the respective bearing brackets and boxes. The upper bearing bracket portion of brackets 53 and 54 overlaps and is securely bolted to the respective members I8 and I9, see Figs. 2, 3 and 6.

The axles and 48 are mounted eccentrically in their journal boxes to provide ample space below the axles for an oil reservoir. Endwise movement of the axles, 38 and 48, is cushioned by rubber sleeves partly in shear and partly in compression interposed between a thrust bearing plate 56 and a closing cap 51 on the outer end of the respective journal boxes. In the case of the outboard closing plate of the outboard journal boxes and 5 I, it is modied to mount a wheel slide detector 58 which forms no part of the present invention.

The bolster and the manner of its suspension from the side frames so as to distribute the loads equally to the wheels will now be described.

The bolster I3 consists of a spider having a central portion carrying the center plate 59 raised suiiciently above the center axle 38 to allow the free vertical springing movement thereof. The center plate 59 is adapted to receive the mating center plate 50 of the body 6I with a suitable cushion pad E2 inserted between them, see Fig. 4. This central portion of the bolster is a hollow structure formed by welding plates together and is suitably reinforced by longitudinally and transversely extending braces, as 53 and 64. From this central portion radiate four arms B5 of substantially equal lengths, as shown, and extending outwardly under the side frames II) and terminating adjacent the respective end wheels 41.

These arms are of progressively decreasing section toward their ends and are, for the sake of lightness not inconsistent with strength, of generally I-beam section, with the web of the beam provided with lightening holes and with spaced vertical reinforcements 68 stiffening the beam.

To provide for equal loading of the wheels, each spider arm is supported at its end at a point on the frame spaced one-sixth of the distance between the center axle 38 and adjacent axle 48, as will now be explained by means of diagram Fig. 11.

In this diagram, line I represents one of the side frames, I1 the joint in said frame, I I and I2 the respective locations of center and end wheels, I 3 the bolster, I4 the locations of the springs supporting bolster I3' on side frame I0, A the distance between wheel locations I I and I2, Q the total load transferred by bolster I3 to one side frame I0, X the distance between end wheel location I2 and spring location I4, and QI the vertical force at joint I1.

From statements made hereinbefore, it follows that the vertical load at spring location I4 is Q/2, that the vertical support at each Wheel location I I and I 2 is Q/3, and that the distance between joint I1 and end wheel location I2 is A/2.

This leads, applying the laws of the lever, to the following equations:

The suspension details of the spider arms from the adjacent side frames is the same for each arm, and one such suspension will now be described in connection with Figs. 2 and 5.

A bottom spring receiving and locating cup 61 is strongly secured to the outboard face ofthe outer member I8 of the side frame. The lower end of the coil spring I4, which is shown as a pair of internested coil springs, is held positioned'by this cup. The upper end of the spring is held positioned in an upper cup 68 and, to avoid vibration transmission, the ends of the springs are seated on rubber cushion sandwiches 69 at top and bottom.

A swing hanger 10, whose lower end is pivoted to the bolster arm 65 by a longitudinally extending pivot 1I extends upwardly through an opening 'I2 in the bottom cup 61, which opening is enlarged to allow the desired relatively free lateral swinging movement of the bolster. The upper end of the swing hanger extends through a hole 13 in the upper cup 68 and has secured to it a transverse member 14 forming trunnions seated on corresponding bearing seats 15 formed on the cup and arranged longitudinally on opposite sides of the swing hanger 10, see Fig. 2. 1

With this arrangement, since the top and bottom of the springs are held by the cups 61 and 'positionrafterthe force which caused itsl lateral movementv hasI been removed.V

With thewarrangement -ofr bolster suspension disclosed, itiis a simple: matter to: utilize-the. sus:- pensionito-:serve'as side bearings for-the car body. As shown in Fig.. 5,. the member 14 may be flattened somewhat on its top face, and side bearings, as 16, may be provided onthe@ car body 6I at the location of eachof they springs.so that they l are in position to slidingly engage-,the top of-the swing hanger membersI 14 associated, with each spring location.

TheL longitudinal forces between the bolster'and side. frames` are. transmitted-3:' as:` shown in= vFig: 1, byfbur restraining. unitsr generally designated11, one.. associatedv with.V each. armcf the bolster. Sinc'efthe construction. of these; units is the` Ysame andthey lare similarly connected to the. .bolster and.'v sideframes, only.L one need be describedin detail; andi reference is. made: insthis connection to Fig. 10.

The restraining unit 11 is shown connected between 'a generally vertically extending cylindrical bracket 18 secured to the adjacent bolster arm 65 and a laterally extending bracket 19 secured to the adjacent side frame member I9. In order to permit the relative vertical springing movement and lateral swing movement of the bolster with a minimum of restraint the one end of the unit is connected by a horizontal pivot 80 to a sleeve 8l mounted through a rubber bushing 82 on the bracket 18, while the opposite end of unit 11 is connected by 'a universal joint 83 to the bracket 19. The unit proper comprises two telescoping members 84 and 85 whose relative endwise movement is cushioned by rubber cushions, 86 and 81, one compressed in one direction of relative movement and the other in the other directoon. The yielding unit thus serves not only to allow relatively free vertically springing movement and transverse swinging movement of the bolster I3 but it also acts to cushion the longitudinal forces and dampen high frequency vibrations.

In the lateral movement of the bolster the rubber sleeve surrounding the cylindrical bracket 18 is placed in torsional shear to aid in checking the lateral movement. Each of the units is also provided with a rubber pad 88, see Fig. 1, which is in position to engage the adjacent side frame member I9 and form a cushioned stop for excessive lateral movement of the bolster. Means, as 89, are provided for initially adjusting the telescoping action of the units 11.

The four units 11 are thus seen to provide effective means for transmitting and cushioning the longitudinal forces between the bolster I3 and What is claimed isz: Y. f Y

1. In a; sixwheel. railway' truck, side frames articulated; between. theirends, la wheel and; axle assemb'lyinterconnecting the central portions. ot' said side frames, and end wheels supporting' thei ends: of said. side frames, the; articulation inthe. respective'r side frames being disposedaboutl midway kbetween the axis of said assembly and the. axisof one of said end wheels, anda bolster have ing four points of support from the, side frames at; substantially equal distances from its center plate, said- `points of support being located on the: side frames adjacent each of the end wheels'l and spacedl therefrom about one-sixth of' the dis--Vv tance between` the axis of an end wheel and theaxis of-r the adjacent-wheel of said assembly;

2. In a six'4 wheel railway truck, side frames eacli 'comprising spaced 4transversely interconnected longitudinally extending members and each,articulatedy between-its ends, awheel and axle assembly having its ends rotatably mounted in therespectivespaced longitudinally extending members; of said? side framesand servi-ng as'- a transverse connectio'nfbetween them, thel wheels of` sai'classembly being disposed. in lthe space bee tween said spaced longitudinal membersefVY the respective side frames, andf end' wheels each having an independent journalled connection adjacent the ends cf the respective side frames and also being disposed in said space, the articulation of said side frames being disposed approximately midway between the wheels of said assembly and one of the end wheels of the respective side frames.

3. In a six wheel railway truck, side frames each comprising spaced transversely interconnected members and each articulated between its ends, a wheel and axle assembly having its ends rotatably mounted in the respective spaced longitudinally extending members of said side frames and formed as a main transverse connection between them, the wheels of said assembly being disposed in the space between said spaced longitudinal members of the respective side frames, and end wheels supporting the ends of said side frames and also disposed in said space.

4. In a six wheel railway truck, side frames articulated between their ends, a wheel and axle assembly journalled in said side frames and forming a transverse connection between the central portions of said side frames, end wheels each having short independent axles journalled adjacent the ends of the respective side frames, and transverse end connections between the adjacent ends of said side frames and pivotally connected thereto.

5. In a six wheel railway truck, side frames articulated between their ends, a wheel and axle assembly journalled in, and transversely interconnecting, the central portions of said side frames, end wheels each having short independent axles journalled adjacent the ends of the respective side frames, said side frames being articulated between the wheels of said assembly and the end Wheel at one end of the respective frames, and a bolster having four points of spring support from said side frames adjacent to, but some distance inwardly of, each of the respective end wheels and approximately equally spaced from the center plate of the bolster.

6. In a six wheel truck, side frames articulatedA between their ends, a wheel and axle assembly interconnecting the central portions of said side frames, end wheels supporting the ends of the respective side frames, the' articulation in .the respective side frames being .disposed midway between the wheels of saidV assembly and'one of the end wheels, and a bolster spring-supported from said side frames at equal distances from its vcenter plate and at points, located adjacent eachof'said end wheels and spaced longitudinally from'V the adjacent end Wheel one-sixthof the distance between it and the adjacent wheel of said assembly. s

7. Ina railway truck, spaced longitudinally extending side frames, a transversemember interconnecting said side frames, and a bolster having' a center plate and supported from said side frames for vertical and lateral movement with respect thereto, said support comprisingV coil springs seated at their lower ends in spring seats secured to said side frames, swing hangers pivoted to the bolster at their lower ends and exA tending upwardly through enlarged openings in the respective lower spring seats and through the associated coil spring and supported atrtheir upper ends by a pivotal connection to the top of an associated upper spring seat, the upper ends of said swing hangers serving as side bearings for cooperation with side bearings on a body supported on said bolster center plate.

8. In a railway truck, spaced longitudinally extending sde frames, a transverse member interconnecting the side frames, and a bolster having a center plate and supported from said side Aframes, Ysaid support comprising springs seated on said side frames and extending thereabove and above the bolster center plate, and swing hangers supportingthe bolster from said'springs, the upper ends of said swing hangers serving as side bearings for'cooperation with side bearings on a body mounted on the bolster center plate.

. Y MICHAEL WATTER.

- f REFERENCES CITED The followingreferences areof record in the ile ofth'is patenti Y UNITED STATES PATENTS Shee'sley Dec. 30, 1941 

